Fluid-pressure brake.



C. A. TRIPP.

FLUID PRESSURE BRAKE.

APPLIOATION FILED APR.29,1908.

PATENTED SEPT. 8, 1908.

THE NORRIS PETERS 50., wAsHmcrmv, o. c,

CLARENCE A. TRIPP, OF LOS ANGELES, CALIFORNIA.

FLUID-PRESSURE BRAKE.

Application filed April 29, 1908.

T 0 all whom it may-concern:

Be it known that I, CLARENCE A. TRIPP, a citizen of the United States,residing in Los Angeles, county of Los Angeles, and State of California,have invented new and useful Improvements in Fluid-Pressure Brakes, ofwhich the following is a specification.

My invention relates to means for controlling the exhaust from thetriple valve, and the object thereof is to provide a device in which theprimary operation will be to close the exhaust from the triple valve andwhen the pressure rises to a predetermined point the exhaust from thetriple valve will be opened. I accomplish this object by the mechanismdescribed herein and illustrated in the accompanying drawings which showa side elevation of the triple valve and other parts of the ordinarybrake apparatus with my exhaust controller in central longitudinalsection.

In the drawings 1 is the ordinary auxiliary reservoir, 2 is the brakecylinder, and 3 the triple valve, 4 is the triple valve exhaust pipe and5 is the ordinary pressure retaining valve which is used on freight carsof any standard pressure brake mechanism, which parts are placed in theusual position on the cars.

In the brake apparatus now in general use it requires the assistance oftrain men to hold the brakes set when it is desired to recharge theauxiliary reservoir on heavy grades. In order to relieve the train menfrom the necessity of looking after the apparatus so as to In thispiston chamber is mounted a piston 11 which has a stem 12 that passesinto the bore 8 of the valve casing and the outer end thereof forms thevalve stopper of the valve. Near the outer end of this valve stopper itis reduced as shown at 13. Within the piston chamber and mounted on thepiston stem is a light coiled spring 14 which when the device is in itsinoperative position holds the piston furthest away from the valvecasing as shown Specification of Letters Patent.

Patented Sept. 8, 1908.

Serial No. 429,806.

in the drawing, one end of said spring bearing against the piston andthe other end bearing against the valve casing. Within said valve casingand surrounding said light coiled spring is a shorter coiled spring 15which has a resistance equal to the pressure of the auxiliary reservoirrequired for the braking power desired. The inner end of valve chamber10 is connected by pipe 16 with the auxiliary reservoir. On thisconnection is a three-way valve 17 which is adapted to connect chamber10 to pressure or exhaust as desired. This valve is operated by handle18.

In the usual management of the train cock 17 would connect chamber 10 toexhaust as shown in the drawings, and. the pressure retaining valvewould be operated in the usual manner. When the train, however, came toa heavy grade, cook 17 would be turned to throw chamber 10 to pressure,the first traverse of the piston would cause piston stem 12 to move soas to cut off the exhaust from the triple and the brakes could not bethereafter released until the pressure in the auxiliary reservoir wasraised to a point of pressure that would compress spring 15 when thefurther traverse of the piston would bring the reduced portion of thepiston stem 14 into register with the transverse bore 7, when theexhaust from the brake cylinder would be accomplished in the usualmanner.

By this construction it will be seen that the engineer can always keepthe pressure in his auxiliary reservoir up to the maximum braking poweras the brakes cannot be released until such pressure has been exceededin the auxiliary reservoir because until the pressure moves the pistonto carry the reduced portion of the piston stem into register with thetransverse bore of the valve on the exhaust pipe from the triple, theair cannot escape and so release the brakes. As soon as the heavy gradeshave been passed over cook 17 is turned to throw the piston chamber toexhaust and the train is then operable in the usual manner.

If desired the pressure retaining valve could be omitted but its use ispreferred as it is only necessary to use my device where heavy gradesare to be passed over.

Having described .my invention what I claim is;

1. In a fluid brake system means for automatically closing the exhaustfrom the triple valve by fluid pressure when such pressure is below apredetermined point, and for opening the exhaust when the pressure risesabove such point.

2. In a fluid brake system, fluid pressure operated means for closingthe exhaust from the triple valve when the fluid pressure is below apredetermined point and for opening the exhaust when the pressure risesabove such point.

3. In a fluid pressure brake system, the combination with the auxiliaryreservoir, brake cylinder, and triple valve, of fluid pressure operatedmeans for cutting off the exhaust from the triple valve when the fluidpressure is below a predetermined point; and for opening the exhaustwhen the fluid pres sure is above such point.

4. In a fluid brake system the combination of an auxiliary reservoir,brake cylinder, triple valve and pressure retaining valve, with a valveon the connection between the pressure retaining valve and the triplevalve; fluid pressure operated means connected to said valve for closingthe valve on the connection between the pressure regulating valve andtriple valve when the fluid pressure is below a predetermined point andfor 0 ening said valve when the pressure rises above such predeterminedpoint.

5. In a fluid brake system an auxiliary reservoir, a brake cylinder; atriple valve; a pressure retaining valve; connections between saidparts; a valve on the connection between the pressure retaining valveand the triple valve; a piston chamber havingthe casing thereofconnected to said valve casing a piston in said chamber having a stemextending into the casing of the valve and forming the stopper of saidvalve, said stopper being reduced in size near the end thereof; twosprings in said piston chamber on said stem, one of said springs beinglighter and longer than the other; a connection from said piston chamberto the auxiliary reser-- voir; a three-way valve on said connection.

In witness that I claim the foregoing I have hereunto subscribed my namethis 16th day of April, 1908.

CLARENCE A. TRIPP.

Witnesses:

G. E. HARPHAM, S. B. AUSTIN.

